Anti-offset coupling mechanism, optimization method thereof, prototype and AUV wireless charging system

Abstract

The invention provides an anti-offset coupling mechanism, an optimization method thereof, a prototype and an AUV wireless charging system, and belongs to the technical field of wireless power supply. The anti-offset coupling mechanism comprises a transmitting coil and a receiving coil, wherein the transmitting coil and the receiving coil are annularly arranged and coaxially correspond to each other; the receiving coil is used for penetrating through the transmitting coil along the axial direction; the receiving coil comprises a first receiving coil and a second receiving coil, the second receiving coil is provided with two sub-coils which are connected in series, and the two sub-coils are symmetrically arranged on the two sides of the first receiving coil in the axial direction respectively and are wound in opposite directions. According to the anti-offset coupling mechanism, through coaxial correspondence of the transmitting coil and the receiving coil and symmetrical distribution of the sub-coils of the second receiving coil on the two sides of the first receiving coil in the axial direction, the anti-offset performance of the anti-offset coupling mechanism can be effectively improved, and then the charging stability of an AUV wireless charging system applying the anti-offset coupling mechanism can be guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of wireless power supply, and in particular relates to an anti-drift coupling mechanism and an optimization method thereof, a prototype and an AUV wireless charging system. Background Art

[0002] Autonomous Underwater Vehicles (AUV) are one of the commonly used underwater detection and transportation equipment, and are widely used in marine exploration, ocean development, hydrological monitoring, and offshore wind power submarine cable detection.

[0003] At present, AUVs are usually powered by batteries when they travel underwater. Due to the limitations of the AUV's carrying capacity and its own space, the single trip powered by batteries is limited, and underwater wireless charging is usually required to ensure the endurance. Inductive Power Transfer (IPT) technology can achieve wireless charging through a coupling mechanism. Its characteristics of being less affected by seawater and flexible structural settings are particularly suitable for AUVs to complete charging in harsh seabed environments.

[0004] In the Chinese invention patent with application number "202111177955.0" and the Chinese invention patent with application number "201811654793.3", a charging system for wireless charging of AUVs using IPT technology is proposed. However, in the existing charging systems, the coupling mechanism, which is one of the core structures of power transmission, has poor anti-drift performance. Once the coupling mechanism is offset, the charging effect of the charging system on the AUV will be significantly reduced, and even the coupling failure and the interruption of the charging process will be caused, which seriously affects the charging stability of the AUV. Summary of the invention

[0005] The technical problem to be solved by the present invention is how to improve the anti-drift performance of the coupling mechanism in the AUV wireless charging system. In view of the shortcomings of the prior art, an anti-drift coupling mechanism and an optimization method thereof, a prototype and an AUV wireless charging system are provided.

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0007] In a first aspect, the present invention provides an anti-offset coupling mechanism, comprising a transmitting coil and a receiving coil, both of which are arranged in a ring shape and coaxially correspond to each other, wherein the receiving coil is used to pass through the transmitting coil along the axial direction; the receiving coil comprises a first receiving coil and a second receiving coil, wherein the second receiving coil has two sub-coils arranged in series, and the two sub-coils are symmetrically arranged on both sides of the first receiving coil along the axial direction and have opposite winding directions.

[0008] Compared with the prior art, the anti-drift coupling mechanism of the present invention has the following beneficial effects:

[0009] 1. When charging is achieved through the anti-deviation coupling mechanism, the receiving coil can be inserted into the transmitting coil, and the central symmetry of the ring structure can be used to effectively avoid the influence of the rotational offset of the transmitting coil on the energy transmission process between the transmitting coil and the receiving coil, thereby ensuring the anti-rotational offset performance of the anti-deviation coupling mechanism and improving the charging stability of the AUV wireless charging system using the anti-deviation coupling mechanism.

[0010] 2. When the transmitting coil is facing the first receiving coil and generates a magnetic field, the spatial symmetry of the second receiving coil relative to the first receiving coil can be used to achieve decoupling between the first receiving coil and the second receiving coil. Since the two sub-coils are wound in opposite directions and connected in series, the total induced electromotive force generated by the second receiving coil is zero, which can avoid the setting of the second receiving coil from affecting the energy transmission process between the transmitting coil and the first receiving coil. Correspondingly, when the receiving coil is offset in the axial direction, the relative positions of the transmitting coil and the receiving coil in the axial direction will change, the induced electromotive force generated by the first receiving coil will decrease, and the total induced electromotive force generated on the second receiving coil will begin to increase, so that the induced electromotive force generated by the anti-offset coupling mechanism as a whole fluctuates less, thereby reducing the influence of the axial offset of the receiving coil on the energy transmission process between the transmitting coil and the receiving coil, ensuring the anti-axial offset performance of the anti-offset coupling mechanism, and further improving the charging stability of the AUV wireless charging system using the anti-offset coupling mechanism.

[0011] Optionally, a radial dimension of the first receiving coil is equal to a radial dimension of the second receiving coil, and a spacing dimension between the first receiving coil and the second receiving coil along the axial direction is smaller than an axial dimension of the transmitting coil.

[0012] Optionally, an axial dimension of the transmitting coil is larger than an axial dimension of the first receiving coil and an axial dimension of the second receiving coil, and smaller than the sum of the axial dimension of the first receiving coil and an axial dimension of the second receiving coil.

[0013] In a second aspect, the present invention further provides an optimization method for an anti-offset coupling mechanism, which is applied to the optimization of the design parameters of the anti-offset coupling mechanism as described above, and the optimization method for the anti-offset coupling mechanism comprises the following steps:

[0014] S1, giving fixed parameters, size boundary conditions and performance boundary conditions of the anti-drift coupling mechanism;

[0015] S2. Presetting the design parameters according to the size boundary conditions and the fixed parameters;

[0016] S3, according to the fixed parameters and the design parameters, simulating through finite element software to obtain the performance parameters of the anti-offset coupling mechanism, and judging whether the performance parameters meet the performance boundary conditions;

[0017] S4, if yes, determine that the design parameters meet the optimization conditions, mark the design parameters that meet the optimization conditions, and repeat S2;

[0018] S5. If not, modify the design parameters according to the size boundary conditions and the fixed parameters, and repeat S3.

[0019] Compared with the prior art, the beneficial effects of the optimization method of the anti-offset coupling mechanism of the present invention include: secondary screening of the design parameters based on the simulation of the preliminarily designed anti-offset coupling mechanism to obtain fixed parameters, dimensional boundary conditions and performance boundary conditions, wherein the performance parameters are simulated using the selected design parameters that meet the dimensional boundary conditions. When the performance parameters meet the performance boundary conditions, it can be determined that the design parameters meet the optimization conditions. When the performance parameters do not meet the performance boundary conditions, the design parameters are reselected. Finally, a set of design parameters that meet the optimization conditions is obtained in a cyclic manner. The set of design parameters can then be used to optimize the design of the anti-offset coupling mechanism to further improve the performance of the anti-offset coupling mechanism.

[0020] Optionally, the fixed parameters include the wire diameter d of the coil Litz wire Litz The size boundary condition includes the sum of the maximum axial dimensions of the first receiving coil and the second receiving coil of the anti-offset coupling mechanism l S-max And the maximum axial dimension of the transmitting coil l P-max ; The design parameters include the number of turns N of the transmitting coil p , the number of turns N of the first receiving coil S1 , the number of turns N of the second receiving coil S2 and an air gap distance D between the first receiving coil and the second receiving coil Gap ; S2 specifically includes the following steps:

[0021] S21, preset the N p , where the N p Eligible conditions: N P d Litz ≤l P-max ;

[0022] S22, preset the N S1 , where the N s1 Eligible conditions: N S1 d Litz ≤l S-max ;

[0023] S23, preset the N S2 and the D Gap , where the N S2 and the D Gap Eligible conditions: 2D Gap +N S1 d Litz +2N S2 d Litz ≤l S-max .

[0024] Optionally, the fixed parameters also include an operating frequency f, an energy transmission spacing G, and a coil inner diameter Φ; the performance boundary conditions include an optimal axial offset range percentage ΔD of the anti-offset coupling mechanism. Offset-opt The performance parameters include the axial offset range percentage ΔD of the anti-offset coupling mechanism Offset ; S3 specifically includes the following steps:

[0025] S31, according to the f, the G, the Φ, the N p 、N S1 And the N S2 and the D Gap , select the axial standard offset as D Offset , simulating the magnetic field distribution of the anti-deviation coupling mechanism to obtain a variation trend of the magnetic field distribution of the anti-deviation coupling mechanism with the axial offset of the transmitting coil;

[0026] S32, obtaining the maximum axial offset range D of the anti-offset coupling mechanism according to the variation trend of the axial offset Offset-max , according to the D Offset-max Get the ΔD Offset , determine the ΔD Offset Whether the condition is met: |ΔD Offset-opt -ΔD Offset |≤10%;

[0027] S33: If yes, determine that the performance parameter meets the performance boundary condition.

[0028] Optionally, the maximum equivalent mutual inductance M between the transmitting coil and the first receiving coil is eq-max , the minimum equivalent mutual inductance M between the transmitting coil and the first receiving coil eq-min The performance parameters include the maximum value M of the mutual inductance between the transmitting coil and the first receiving coil ps1-max and the maximum value M of the mutual inductance between the transmitting coil and the second receiving coil ps2-maxThe simulation of the magnetic field distribution of the anti-offset coupling mechanism by finite element software in S31 specifically includes the following steps:

[0029] S311, according to the f, the G, the Φ and the N p and the N S1 , the simulation obtains the M ps1-max , determine the M ps1-max Eligibility: 0.9M eq-max ≤M ps1-max ≤1.1M eq-max ;

[0030] S312: If yes, according to the f, the G, the Φ, the N p 、N S1 And the N S2 and the D Gap , the simulation obtains the M ps-min and the M ps2-max , determine the M ps-min and the M ps2-max Whether the conditions are met: M eq-min ≤M ps-min And M ps2-max ≤M ps1-max ;

[0031] S313: If yes, proceed to S32;

[0032] S314: If not, modify the design parameters according to the size boundary conditions and the fixed parameters, and repeat S311.

[0033] In the third aspect, the present invention also provides a prototype for implementing the optimization method of the anti-offset coupling mechanism as described above, comprising a first support tube, a second support tube and a support and the anti-offset coupling mechanism as described above, wherein the first support tube is mounted on the support, the second support tube is sleeved on the first support tube, the transmitting coil and the receiving coil of the anti-offset coupling mechanism are respectively wound on the first support tube and the second support tube, and the first support tube and the second support tube have marked points arranged at equal intervals along the circumferential direction on their axial end faces.

[0034] Compared with the prior art, the beneficial effects of the prototype of the present invention are similar to the beneficial effects of the optimization method of the anti-offset coupling mechanism as described above, and will not be repeated here.

[0035] In a fourth aspect, the present invention also provides an AUV wireless charging system for charging an AUV body, wherein the AUV wireless charging system comprises a charging dock frame and the anti-deviation coupling mechanism as described above, wherein the transmitting coil of the anti-deviation coupling mechanism is mounted on the charging dock frame, and the first receiving coil and the second receiving coil of the anti-deviation coupling mechanism are both mounted on the AUV body.

[0036] Compared with the prior art, the beneficial effects of the AUV wireless charging system of the present invention are similar to the beneficial effects of the anti-drift coupling mechanism described above, and will not be described in detail herein.

[0037] Optionally, the AUV wireless charging system also includes a control circuit, which includes a full-bridge inverter circuit, an LCC compensation network, a dual-path series compensation network, a full-wave rectifier bridge and a synchronous Buck buck circuit, the output end of the full-bridge inverter circuit is electrically connected to the LCC compensation network, and the transmitting coil is arranged in the LCC compensation network; the full-wave rectifier bridge has unidirectional conductivity, the dual-path series compensation network is electrically connected to the input end of the synchronous Buck buck circuit through the full-wave rectifier bridge, and the first receiving coil and the second receiving coil are arranged in parallel in the dual-path series compensation network. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The present invention is further described in detail below in conjunction with the accompanying drawings.

[0039] Figure 1 : A structural diagram of an anti-deviating coupling mechanism from one perspective in an embodiment of the present invention;

[0040] Figure 2 : A schematic structural diagram of the anti-deviated coupling mechanism from another perspective in an embodiment of the present invention;

[0041] Figure 3 : Magnetic field distribution diagram after the first receiving coil is energized in the embodiment of the present invention;

[0042] Figure 4 : A magnetic field distribution diagram of the transmitting coil after power is supplied to the receiving coil when the transmitting coil is located at the first position in the embodiment of the present invention;

[0043] Figure 5 : Magnetic field distribution diagram of the transmitting coil after power is supplied to the transmitting coil when the receiving coil is located at the second position in the embodiment of the present invention;

[0044] Figure 6 : Magnetic field distribution diagram of the transmitting coil after power is supplied to the transmitting coil when the receiving coil is located at the third position in the embodiment of the present invention;

[0045] Figure 7 : A flow chart of an optimization method for an anti-drift coupling mechanism in an embodiment of the present invention;

[0046] Figure 8 : Figure 2 The sub-flowchart of S2 in the flow chart shown in ;

[0047] Fig. 9 : Figure 2 The sub-flowchart of S3 in the flow chart shown in ;

[0048] Fig.10 : Figure 4 The sub-flow chart of S31 in the flow chart shown in ;

[0049] Fig.11 : A schematic diagram comparing the simulated mutual inductance value and the measured mutual inductance value of the anti-drift coupling mechanism during rotational drift in an embodiment of the present invention;

[0050] Fig.12 : A schematic diagram comparing the simulated mutual inductance value and the measured mutual inductance value of the anti-drift coupling mechanism during axial drift in an embodiment of the present invention;

[0051] Fig.13 : A schematic diagram of the structure of a prototype in an embodiment of the present invention;

[0052] Fig.14 : A schematic diagram of the structure of the AUV wireless charging system in an embodiment of the present invention;

[0053] Fig.15 : Schematic diagram of the circuit composition of the AUV wireless charging system in an embodiment of the present invention.

[0054] Among them; 1. transmitting coil; 2. receiving coil; 21. first receiving coil; 22. second receiving coil; 3. first supporting tube; 4. second supporting tube; 5. support; 6. marked points; 7. AUV body; 8. charging dock frame. DETAILED DESCRIPTION

[0055] In order to better understand the present invention, the content of the present invention is further clearly described below in conjunction with the embodiments and the accompanying drawings, but the protection content of the present invention is not limited to the following embodiments. In the following description, a large number of specific details are provided to provide a more thorough understanding of the present invention. However, it is obvious to those skilled in the art that the present invention can be implemented without one or more of these details.

[0056] It should be noted that in the drawings of the present invention, the Z axis represents the vertical direction, that is, the up and down position, and the positive direction of the Z axis represents the top, and the reverse direction of the Z axis represents the bottom; the X axis represents the horizontal direction, and is designated as the front and back position, and the positive direction of the X axis represents the right side, and the reverse direction of the X axis represents the left side; the Y axis represents the left and right position, and the positive direction of the Y axis represents the front side, and the reverse direction of the Y axis represents the back side. It should also be noted that the aforementioned Z axis, Y axis, and X axis are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0057] In related technologies, AUV uses wireless power transfer (WPT) technology to perform wireless charging and energy replenishment through a charging dock arranged at a seabed base station. Since the magnetic permeability of seawater is similar to that of air, and the shape of the mutual inductance coil can be flexibly adjusted, as a type of WPT technology, IPT technology based on inductive magnetic field coupling has become the preferred charging technology for AUV. However, in the current AUV wireless charging system, for example, the Chinese invention patent with application number "202111177955.0" discloses an AUV magnetic coupling mechanism and an underwater wireless power supply system, wherein the transmitting unit and the receiving unit constituting the coupling mechanism are distributed up and down. During the charging process of the AUV, due to the ocean current and the fact that the AUV itself is a rotating body, the AUV will rotate or move, causing the distance between the transmitting unit and the receiving unit to change, resulting in an offset in the coupling mechanism; similarly, the Chinese invention patent with application number "201811654793.3" discloses a method for non-contact charging of an underwater operating unit using an AUV, wherein when the AUV rotates or moves, the distance between the primary coil of the electromagnetic coupler and the secondary coil of the electromagnetic coupler constituting the coupling mechanism will also change, thereby causing an offset in the coupling mechanism. During the charging process of the AUV, if the coupling mechanism is offset, it is very easy to reduce the charging effect of the AUV. If the offset distance is too large, it may even cause coupling failure and the charging of the AUV cannot proceed normally, seriously affecting the endurance and normal use of the AUV.

[0058] In view of the problems existing in the above-mentioned related technologies, the present invention provides an anti-offset coupling mechanism and an optimization method thereof, a prototype and an AUV wireless charging system.

[0059] First, as Figure 1As shown, an embodiment of the present invention provides an anti-offset coupling mechanism, including a transmitting coil 1 and a receiving coil 2, both of which are arranged in a ring shape and coaxially correspond to each other, and the receiving coil 2 is used to pass through the transmitting coil 1 along the axial direction; the receiving coil 2 includes a first receiving coil 21 and a second receiving coil 22, and the second receiving coil 22 has two sub-coils arranged in series, and the two sub-coils are symmetrically arranged on both sides of the first receiving coil 21 along the axial direction and are wound in opposite directions.

[0060] Specifically, Figure 1 As shown, both the transmitting coil 1 and the receiving coil 2 are cylindrical structures that are annular around the axial direction, i.e., the X direction, and open at both ends along the axial direction. For example, both the transmitting coil 1 and the receiving coil 2 are solenoid coils whose central axis direction is the X-axis direction. Figure 1 As shown, the two sub-coils are symmetrically arranged about the YZ plane where the middle part of the first receiving coil 21 is located. For example, among the two sub-coils of the second receiving coil 22, the direction of the sub-coil located on the positive side of the first receiving coil 21 along the X-axis is the positive direction of the X-axis, and the direction of the sub-coil located on the negative side of the first receiving coil 21 along the X-axis is the negative direction of the X-axis.

[0061] In this embodiment, Figure 1 As shown, a transmitting coil 1 and a receiving coil 2 are arranged to form an anti-offset coupling mechanism, wherein the receiving coil 2 and the transmitting coil 1 are coaxially corresponding and arranged in a ring shape, as shown in FIG. Figure 2 As shown, the receiving coil 2 can pass through the transmitting coil 1 along the axial direction. Therefore, when wireless charging is performed through the anti-offset coupling mechanism, the transmitting coil 1 is energized to generate a magnetic field, and the receiving coil 2 can penetrate the transmitting coil 1 to enter the magnetic field to generate an induced electromotive force, thereby realizing energy transmission between the transmitting coil 1 and the receiving coil 2. Due to the central symmetry of the annular structure, at this time, the distance from any position of the transmitting coil 1 along the circumferential direction to the receiving coil 2 is equal. If the receiving coil 2 is rotated and offset around the axial direction, the magnetic field distribution between the receiving coil 2 and the transmitting coil 1 will not change, and the induced electromotive force generated by the receiving coil 2 will not change, that is, the rotational offset will not affect the energy transmission process between the transmitting coil 1 and the receiving coil 2.

[0062] On this basis, a first receiving coil 21 and a second receiving coil 22 are arranged to form a receiving coil 2, wherein the second receiving coil 22 has two sub-coils arranged in series, and the two sub-coils are symmetrically arranged on both sides of the first receiving coil 21 along the axial direction and are wound in opposite directions. In this way, after the transmitting coil 1 is powered on, when the transmitting coil 1 is facing the first receiving coil 21, Figure 3 and Figure 4As shown, the first receiving coil 21 generates an induced electromotive force, which in turn forms a current to generate a magnetic field. Due to the spatial symmetry of the two sub-coils relative to the first receiving coil 21, the distribution of the magnetic fields generated by the transmitting coil 1 and the first receiving coil 2 on the two sub-coils is the same. Since the two sub-coils are wound in opposite directions and connected in series, the total induced electromotive force generated by the second receiving coil 22 is zero in the same magnetic field. That is, when the receiving coil 2 does not deviate axially, the setting of the second receiving coil 22 will not affect the energy transmission process between the transmitting coil 1 and the first receiving coil 21. Correspondingly, when the receiving coil 2 deviates axially, the relative positions of the transmitting coil 1 and the receiving coil 2 along the axial direction will change. At this time, as shown in FIG. Figure 5 and Figure 6 As shown, the induced electromotive force generated by the first receiving coil 21 decreases, while the total induced electromotive force generated on the second receiving coil 22 begins to increase, so that the induced electromotive force of the second receiving coil 22 can supplement the induced electromotive force of the first receiving coil 21, thereby weakening the influence of the axial offset of the receiving coil 2 on the energy transmission process between the transmitting coil 1 and the receiving coil 2, and improving the induced electromotive force fluctuation caused by the axial offset of the anti-offset coupling mechanism.

[0063] In summary, through the coaxial correspondence of the transmitting coil 1 and the receiving coil 2, and the symmetrical distribution of the second receiving coil 22 on both sides of the first receiving coil 21 along the axial direction, the anti-deviation performance of the anti-deviation coupling mechanism can be guaranteed, thereby improving the charging stability of the AUV wireless charging system using the anti-deviation coupling mechanism.

[0064] Alternatively, if Figure 1 As shown, the radial size of the first receiving coil 21 is equal to the radial size of the second receiving coil 22 , and the axial spacing between the first receiving coil 21 and the second receiving coil 22 is smaller than the axial size of the transmitting coil 1 .

[0065] In this optional embodiment, if Figure 1 As shown, the radial dimension of the first receiving coil 21 and the radial dimension of the second receiving coil 22 are set equal, then, as shown in FIG. Figure 2 As shown, when the receiving coil 2 passes through the transmitting coil 1, the distance from any position of the transmitting coil 1 to the receiving coil 2 in the circumferential direction is equal, thereby avoiding the influence of the rotation of the receiving coil 2 on the energy transmission process between the transmitting coil 1 and the receiving coil 2, improving the anti-drift performance of the anti-drift coupling mechanism, and, as Fig.12 As shown, for the cylindrical structure of the AUV, the radial size of the first receiving coil 21 is equal to the radial size of the second receiving coil 22, which is also convenient for the preparation of the first receiving coil 21 and the second receiving coil 22 and the installation on the AUV, thereby improving the convenience of preparation and assembly of the AUV; on this basis, Figure 1 , the axial spacing dimension between the first receiving coil 21 and the second receiving coil 22 is set to be smaller than the axial dimension of the transmitting coil 1. Then, when the receiving coil 2 moves relative to the transmitting coil 1, it can be avoided that when the transmitting coil 1 moves between the first receiving coil 21 and the second receiving coil 22, the transmitting coil 1 does not correspond to the first receiving coil 21 and the second receiving coil 22, thereby weakening the influence of the axial offset of the receiving coil 2 on the energy transmission process between the transmitting coil 1 and the receiving coil 2.

[0066] Optionally, the axial dimension of the transmitting coil 1 is larger than the axial dimension of the first receiving coil 21 and the axial dimension of the second receiving coil 22 , and smaller than the sum of the axial dimension of the first receiving coil 21 and the axial dimension of the second receiving coil 22 .

[0067] In this optional embodiment, by setting the size correspondence, such as Figure 4 As shown, the transmitting coil 1 can completely cover the first receiving coil 21 in the radial direction to ensure that the induced electromotive force generated on the first receiving coil 21 is as large as possible. Correspondingly, Figure 6 As shown, the transmitting coil 1 can completely cover the second receiving coil 22 in the radial direction, so as to ensure that the induced electromotive force generated on the second receiving coil 22 is as large as possible, and further improve the charging efficiency of the AUV wireless charging system; on this basis, the axial dimension of the transmitting coil 1 is set to be smaller than the sum of the axial dimension of the first receiving coil 21 and the axial dimension of the second receiving coil 22, as shown in FIG. Figures 4 to 6 As shown, it is possible to avoid the induced electromotive force generated on the second receiving coil 21 which is relatively far away from the transmitting coil 1 being too large, thereby significantly weakening the total induced electromotive force generated by the receiving coil 2, thereby ensuring the charging effect of the AUV wireless charging system.

[0068] For example, Fig.13 As shown, a prototype including the anti-drift coupling mechanism of the present embodiment is assembled, and the rotational drift and axial drift of the anti-drift coupling mechanism are simulated by the prototype to obtain the axial drift distance D Offset The relationship curve between the mutual inductance value of the anti-offset coupling mechanism and the rotation offset angle α Offset The relationship curve between the mutual inductance value of the anti-offset coupling mechanism and the relationship curve in the simulation mode and the relationship curve measured in the actual wireless charging mode of the AUV wireless charging system of the present invention are placed on the same coordinate axis for comparison, and the following can be obtained: Fig.11 and Fig.12 The graph shown.

[0069] First, when the anti-drift coupling mechanism is axially offset, for the anti-drift coupling mechanism in this embodiment, the axial offset distance D OffsetWhen it is within a certain range, namely, the effective offset range, the mutual inductance value, namely, the equivalent mutual inductance, between the anti-offset coupling mechanisms can be kept within a stable range.

[0070] Second, if Fig.12 As shown in the figure, when the anti-deviation coupling mechanism of the present embodiment is rotated and deviated, the mutual inductance value generated by the anti-deviation coupling mechanism changes with the rotation deviation angle α. Offset changes while remaining unchanged.

[0071] Based on the above discussion, the anti-offset coupling mechanism in this embodiment does not consider the influence of rotational offset. In view of the situation where axial offset occurs in the anti-offset coupling mechanism, in order to further ensure the anti-offset performance of the anti-offset coupling mechanism, it is necessary to optimize the design parameters of the anti-offset coupling mechanism.

[0072] Second, as Figure 7 As shown, an embodiment of the present invention provides an optimization method for an anti-offset coupling mechanism, which is applied to the optimization of the design parameters of the above-mentioned anti-offset coupling mechanism. The optimization method for the anti-offset coupling mechanism includes the following steps: S1. Given fixed parameters, dimensional boundary conditions and performance boundary conditions of the anti-offset coupling mechanism; S2. Preset design parameters according to the dimensional boundary conditions and fixed parameters; S3. According to the fixed parameters and design parameters, the performance parameters of the anti-offset coupling mechanism are obtained by simulation through finite element software, and it is determined whether the performance parameters meet the performance boundary conditions; S4. If so, it is determined that the design parameters meet the optimization conditions, the design parameters that meet the optimization conditions are marked, and S2 is repeated; S5. If not, the design parameters are corrected according to the dimensional boundary conditions and fixed parameters, and S3 is repeated.

[0073] In this embodiment, first, the preparation work for the optimization design of the anti-deviating coupling mechanism is carried out, specifically, Figure 7 As shown, in S1, the fixed parameters of the anti-offset coupling mechanism are given, that is, according to the structure and materials used when preparing the anti-offset coupling mechanism, the parameter quantities of the anti-offset coupling mechanism that remain unchanged in actual use are obtained as fixed parameters to avoid changes in the above-mentioned parameter quantities affecting the optimization results. Similarly, according to the fixed parameters of the anti-offset coupling mechanism, through simulation and other means, the conditions and / or ranges of the performance parameters and dimensional parameters of the anti-offset coupling mechanism that meet the requirements, that is, the performance boundary conditions and dimensional boundary conditions, can be obtained.

[0074] Next, the design parameters are preset so that it is convenient to judge whether the preset design parameters meet the requirements through subsequent optimization. Figure 7 As shown, in S2, the required dimensional parameters of the anti-offset coupling mechanism are defined according to the obtained dimensional boundary conditions, and the selectable design parameters are obtained according to the corresponding relationship between the dimensional parameters and the fixed parameters, and then the design parameters are selected.

[0075] Then, the selected design parameters are verified by simulation to determine whether the selected design parameters meet the design requirements for further optimization. Figure 7 As shown, in S3 to S5, the performance parameters are obtained by simulating the design parameters. When the performance parameters meet the performance boundary conditions, it can be determined that the design parameters meet the optimization conditions. When the performance parameters do not meet the performance boundary conditions, the step of selecting the design parameters is returned to correct the design parameters. Finally, a set of design parameters that meet the optimization conditions is obtained through a loop. The set of design parameters can then be used to optimize the design of the anti-offset coupling mechanism to further improve the performance of the anti-offset coupling mechanism.

[0076] Alternatively, if Figure 8 As shown, the fixed parameters include the coil Litz wire diameter d Litz Dimensional boundary conditions include the maximum axial dimensions of the first receiving coil 21 and the second receiving coil 22 of the anti-offset coupling mechanism and l S-max and the maximum axial dimension l of the transmitting coil 1 P-max ; Design parameters include the number of turns N of the transmitting coil 1 p , the number of turns N of the first receiving coil 21 S1 , the number of turns N of the second receiving coil 22 S2 and the air gap distance D between the first receiving coil 21 and the second receiving coil 22 Gap S2 specifically includes the following steps: S21, preset N p , where N p Eligible conditions: N P d Litz ≤l P-max ; S22, preset N S1 , where N s1 Eligible conditions: N S1 d Litz ≤l S-max ; S23, preset N S2 and D Gap , where N S2 and D Gap Eligible conditions: 2D Gap +N S1 d Litz +2N S2 d Litz ≤l S-max .

[0077] Specifically, the number of turns of the coil and the diameter of the coil Litz wire d Litz The product of is the axial dimension of the coil, and the sum of the maximum axial dimensions of the first receiving coil 21 and the second receiving coil 22 is l S-max and the maximum axial dimension l of the transmitting coil 1P-max When the design parameter N is S1 and N S2 The value of the coil Litz wire diameter d can be used to adjust Litz Judge N S1 and N S2 Whether the size boundary conditions are met; similarly, for the air gap spacing D in the design parameters Gap , the sum of the maximum axial dimensions of the first receiving coil 21 and the second receiving coil 22 is l S-max When a certain time is reached, the N selected above can be used S1 and N S2 and Litz Can judge D Gap Whether the size boundary conditions are met.

[0078] In this embodiment, Figure 8 As shown in S21 to S23, by quantifying the dimensional boundary conditions, when selecting the dimensional related parameters in the design parameters, the dimensional boundary conditions and fixed parameters can be used to complete the selection of the dimensional related parameters that meet the conditions, thereby facilitating the subsequent simulation process and ensuring that the final optimized design parameters meet the design requirements of the anti-offset coupling mechanism.

[0079] Alternatively, if Fig. 9 As shown, the fixed parameters also include the operating frequency f, the energy transmission spacing G and the inner diameter Φ of the coil; the performance boundary conditions include the optimal axial offset range percentage ΔD of the anti-offset coupling mechanism Offset-opt ; Performance parameters include the axial offset range percentage ΔD of the anti-offset coupling mechanism Offset S3 specifically includes the following steps: S31, according to f, G, Φ, N p 、N S1 and N S2 and D Gap , select the axial standard offset as D Offset , simulate the magnetic field distribution of the anti-offset coupling mechanism, and obtain the variation trend of the magnetic field distribution of the anti-offset coupling mechanism with the axial offset of the transmitting coil 1; S32, obtain the axial maximum offset range D of the anti-offset coupling mechanism according to the variation trend of the axial offset Offset-max , according to D Offset-max Get ΔD Offset , judge ΔD Offset Whether the condition is met: |ΔD Offset-opt -ΔD Offset |≤10%; S33. If so, determine that the performance parameters meet the performance boundary conditions.

[0080] Specifically, after selecting the materials for making the transmitting coil 1 and the receiving coil 2 and fixing the material size, the operating frequency f, the energy transfer spacing G and the coil inner diameter Φ in the fixed parameters are also fixed accordingly; the axial standard offset is D Offset The average axial length of the anti-deviated coupling mechanism is selected. According to the fixed parameters and the design parameters related to the dimensions selected in S2, the axial standard deviation can be obtained as D Offset , and the axial offset range percentage ΔD Offset Numerically equal to the maximum axial offset D of the anti-offset coupling mechanism Offset-max With D Offset The quotient of represents the axial offset degree of the anti-offset coupling mechanism; the axial offset of the transmitting coil 1 specifically refers to the distance change when the transmitting coil 1 moves axially relative to the receiving coil 2 based on the position when the transmitting coil 1 is facing the first receiving coil 21.

[0081] In this optional embodiment, if Fig. 9 As shown, first, in S31, the magnetic field distribution of the anti-offset coupling mechanism is simulated by fixing the parameters and optimizing the size-related design parameters. During the simulation, the axial standard offset is selected as D. Offset As a reference, by changing the relative positions of the transmitting coil 1 and the receiving coil 2, according to the change in the distance when the transmitting coil 1 moves relative to the receiving coil 2 along the axial direction, the change trend of the magnetic field distribution of the anti-offset coupling mechanism with the axial offset of the transmitting coil 1 is obtained; then, in S32, D is obtained according to the change trend of the axial offset Offset-max , and then according to D Offset-max Get ΔD Offset , judge ΔD Offset Percentage of preset optimal axial offset range ΔD Offset-opt Whether the change difference between them is less than 10% is used to judge whether the design parameters of the anti-offset coupling mechanism at this time meet the optimization conditions. If the difference is less than 10%, it means that the optimization conditions are met.

[0082] Alternatively, if Fig.10 As shown, the maximum equivalent mutual inductance M between the transmitting coil 1 and the first receiving coil 21 eq-max , the minimum equivalent mutual inductance M between the transmitting coil 1 and the first receiving coil 21 eq-min ; Performance parameters include the maximum value M of the mutual inductance between the transmitting coil 1 and the first receiving coil 21 ps1-max and the maximum value M of the mutual inductance between the transmitting coil 1 and the second receiving coil 22 ps2-max ; S31 uses finite element software to simulate the magnetic field distribution of the anti-offset coupling mechanism, which specifically includes the following steps: S311, according to f, G, Φ and N p and N S1 , the simulation results in Mps1-max , judge M ps1-max Whether it meets the conditions: 0.9M eq-max ≤M ps1-max ≤1.1M eq-max ; S312, if yes, according to f, G, Φ, N p 、N S1 and N S2 and D Gap , the simulation results in M ps-min and M ps2-max , judge M ps-min and M ps2-max Whether the conditions are met: M eq-min ≤M ps-min And M ps2-max ≤M ps1-max ; S313, if yes, go to S32; S314, if no, modify the design parameters according to the size boundary conditions and fixed parameters, and repeat S311.

[0083] Specifically, the minimum equivalent mutual inductance M eq-min and the maximum equivalent mutual inductance M eq-max It refers to the minimum and maximum mutual inductance of the anti-drift coupling mechanism obtained in the preliminary axial drift simulation process, which can reflect the fluctuation range of the anti-drift coupling mechanism; M ps1-max It refers to the mutual inductance between the transmitting coil 1 and the first receiving coil 21 when the transmitting coil 1 is facing the first receiving coil 21. At this time, when the anti-offset coupling mechanism is axially offset, the mutual inductance between the transmitting coil 1 and the first receiving coil 21 begins to decrease. ps2-max It refers to the mutual inductance between the transmitting coil 1 and the second receiving coil 22 when the transmitting coil 1 is facing the second receiving coil 22. At this time, if the anti-deviation coupling mechanism continues to deviate axially, the mutual inductance between the transmitting coil 1 and the second receiving coil 22 begins to decrease.

[0084] In this optional embodiment, if Fig.10 As shown, in S311 and S312, according to the fixed parameters obtained in S2 and the optimized design parameters, simulation is performed through finite element software to obtain M corresponding to the optimized design parameters. ps1-max and M ps2-max , M ps1-max and M ps2-max represent the maximum mutual inductance between the transmitting coil 1 and the first receiving coil 21 and the maximum mutual inductance between the transmitting coil 1 and the second receiving coil 22, respectively. Then, in M ps1-max and M ps2-max Corresponding to the pre-set conditions 0.9M eq-max ≤M ps1-max ≤1.1M eq-max and M eq-min ≤M ps-min And Mps2-max ≤M ps1-max It indicates that the mutual inductance of the optimized anti-misalignment coupling mechanism can be maintained within a certain range of variation within a larger axial misalignment range, and the axial anti-misalignment capability is effectively improved. At this time, S32 is entered, indicating that the design parameters obtained in S2 meet the optimization conditions.

[0085] It should be noted that in the optimization method of the anti-offset coupling mechanism of the present invention, after obtaining all the design parameters that meet the optimization conditions, the design parameters are further optimized and screened with the minimum number of coil turns and the widest axial offset range as parallel further optimization screening conditions, so as to further improve the axial anti-offset capability of the anti-offset coupling mechanism corresponding to the design parameters.

[0086] It should be noted that, for example, the operating frequency f is 50kHz, the energy transmission spacing G is 20mm, the inner diameters Φ of the transmitting coil and the receiving coil are 190mm and 150mm respectively, and the wire diameter d of the 0.05*3000 strand Litz wire is Litz The target boundary conditions composed of the size boundary conditions and parameter boundary conditions are: the maximum equivalent mutual inductance of the system is M eq-max The minimum equivalent mutual inductance is 55μH. eq-min is 45μH, the maximum outer dimension P of the transmitting coil 1 -max The maximum outer dimension S of the receiving coil 2 is 150 mm. -max The optimal axial offset range percentage is 250mm. Offset-opt After optimization, a set of design parameters of the coupling mechanism is obtained as follows: N P =30, N S1 =15, N S2 =17, D Gap =18mm.

[0087] Thirdly, Fig.11 As shown, an embodiment of the present invention further provides a prototype for realizing the optimization method of the above-mentioned anti-offset coupling mechanism, comprising a first support tube 3, a second support tube 4, a support 5 and the above-mentioned anti-offset coupling mechanism, wherein the first support tube 3 is mounted on the support 5, the second support tube 4 is sleeved on the first support tube 3, the transmitting coil 1 and the receiving coil 2 of the anti-offset coupling mechanism are respectively wound on the first support tube 3 and the second support tube 4, and the first support tube 3 and the second support tube 4 are provided with marking points 6 at equal intervals along the circumferential direction on the axial end faces.

[0088] It should be noted that since the optimization process of the anti-offset coupling mechanism is achieved by applying the optimization method of anti-offset coupling to the prototype, the technical effect of optimizing the anti-offset coupling mechanism through the prototype is the same as the technical effect of the above-mentioned optimization method of the anti-offset coupling mechanism, and will not be repeated here.

[0089] In this embodiment, Fig.11 As shown, a first support tube 3, a second support tube 4, and a support 5 are provided as support structures of the anti-offset coupling mechanism, wherein the first support tube 3 is installed on the support 5 to ensure the placement stability of the first support tube 3, and at the same time, the second support tube 4 is sleeved on the first support tube 3 to ensure the placement stability of the second support tube 4; on this basis, the anti-offset coupling mechanism composed of the transmitting coil 1 and the receiving coil 2 can be respectively wound on the first support tube 3 and the second support tube 4, and the transmitting coil 1 and the receiving coil 2 are separated by the second support tube 4, thereby ensuring both the placement stability of the anti-offset coupling mechanism and the performance stability of the anti-offset coupling mechanism during the optimization process; finally, marked points 6 are arranged at equal intervals along the circumferential direction on the end faces of the first support tube 3 and the second support tube 4 along the axial direction. In this way, the rotation angle when the transmitting coil 1 and the receiving coil 2 rotate relative to each other can be obtained by changing the relative position of a marked point 6 of the first support tube 3 and a corresponding marked point 6 of the second support tube 4, thereby facilitating the acquisition of the rotation angle parameters during the optimization process and improving the convenience of data parameter acquisition.

[0090] Fourthly, Fig.12 As shown, an embodiment of the present invention further provides an AUV wireless charging system for charging an AUV body 7. The AUV wireless charging system includes a charging dock skeleton 8 and the above-mentioned anti-deviation coupling mechanism. The transmitting coil 1 of the anti-deviation coupling mechanism is installed on the charging dock skeleton 8, and the first receiving coil 21 and the second receiving coil 22 of the anti-deviation coupling mechanism are both mounted on the AUV body 7.

[0091] Specifically, the charging dock skeleton 8 is a metal structure; the AUV body 7 is a columnar structure, the first receiving coil 21 and the second receiving coil 22 are coaxially corresponding to the AUV body 7, and are both sleeved on the AUV body 7, and the inner wall of the first receiving coil 21 and the inner wall of the second receiving coil 22 are fixedly connected to the outer wall of the AUV body 7.

[0092] In this embodiment, Fig.12 As shown, when the AUV body 7 is charged, the AUV body 7 passes through the receiving coil 2 along the axial direction, so that the first receiving coil 21 corresponds to the transmitting coil 1. At this time, the transmitting coil 1 is connected to the current to generate a magnetic field, so that the first receiving coil 21 located in the magnetic field generates an induced electromotive force. Due to the spatial symmetry, the induced electromotive force of the second receiving coil 22 is zero, so that energy is only transmitted between the transmitting coil 1 and the first receiving coil 21, thereby realizing the stable operation of the AUV wireless charging system.

[0093] Alternatively, if Fig.13As shown, the AUV wireless charging system also includes a control circuit, which includes a full-bridge inverter circuit, an LCC compensation network, a dual-path series compensation network, a full-wave rectifier bridge and a synchronous Buck buck circuit. The output end of the full-bridge inverter circuit is electrically connected to the LCC compensation network, and the transmitting coil 1 is arranged in the LCC compensation network; the full-wave rectifier bridge has unidirectional conductivity, the dual-path series compensation network is electrically connected to the input end of the synchronous Buck buck circuit through the full-wave rectifier bridge, and the first receiving coil 21 and the second receiving coil 22 are arranged in parallel in the dual-path series compensation network.

[0094] Specifically, E and I are the DC side power supply input voltage and input current respectively; the four MOSFET switches Q1~Q4 constitute a full-bridge inverter; V P ,I IN is the output voltage and current of the AC inverter; L p , L s1 and L s2 are the self-inductances of the transmitting coil 1, the first receiving coil 1, and the second receiving coil 2, respectively, and L f1 , C f1 and C p It constitutes the LCC compensation network of the primary side, C s1 and C s2 They are the series compensation capacitor of receiving coil 2, M ps1 、M ps2 are the mutual inductance of transmitting coil 1 and receiving coil 2, M s1s2 is the mutual inductance between receiving coil 1 and receiving coil 2; V S1 ,I S1 and V S2 ,I S2 are the AC input voltage and AC input current of the two rectifier bridges respectively; C O1 and C O2 are two rectifier filter capacitors; diodes D1~D4 and D5~D8 respectively form two full-wave rectifier bridges, and their output ends are connected in parallel to clamp the rectifier output voltage; I1 and I2 are the DC output currents of the two rectifier bridges; U REC and I REC is the DC input voltage and current of the synchronous Buck converter; U O and I O is the system output DC voltage and current, R eq-val is the equivalent load resistance of the AUV battery.

[0095] In this optional embodiment, if Fig.13As shown, when there is relative movement between the transmitting coil 1 and the receiving coil 2, that is, when the AUV body 7 has an axial offset, the induced electromotive forces generated by the first receiving coil 21 and the second receiving coil 22 will change, and the magnitude relationship between the induced electromotive force of the first receiving coil 21 and the induced electromotive force of the second receiving coil 22 will change continuously. Eventually, the voltage input to the synchronous Buck step-down circuit remains relatively stable, thereby ensuring the stability when the voltage output by the synchronous Buck step-down circuit charges the AUV body 7.

[0096] It should be noted that, as Fig.15 shown, the magnitude relationship between the mutual inductances of the transmitting coil 1 with the first receiving coil 21 and the second receiving coil 22 will determine the conduction of the rectifier bridges corresponding to the first receiving coil 21 and the second receiving coil 22 respectively and whether commutation occurs between the first receiving coil 21 and the second receiving coil 22. Then, when the AUV wireless charging system has an axial offset, M ps1 and M ps2 will change continuously in magnitude relationship, and the AUV wireless charging system has the following six operating modes:

[0097] The first operating mode, Mps2 is approximately equal to 0. The relative position between the transmitting coil 1 and the receiving coil 2 is as Figure 4 shown. The anti-offset coupling mechanism is in a state of facing each other without axial offset. Due to the spatial symmetry, the mutual inductance between the transmitting coil 1 and the second receiving coil 22 approaches zero. Therefore, the output voltage of the system rectifier bridge is equal to the output voltage U REC1 when the full-wave rectifier bridge corresponding to the first receiving coil 21 works alone. The amplitude √2V S2 will be much smaller than the output voltage of the full-wave rectifier bridge of the AUV wireless charging system. Due to the unidirectional guiding property of the full-wave rectifier bridge, the full-wave rectifier bridge corresponding to the second receiving coil 22 will not conduct, and its output voltage is clamped to U S2 REC1 . At this time, the full-wave rectifier bridge composed of D5 - D8 will block the electrical connection between the second receiving coil 22 and the synchronous Buck step-down circuit. The energy of the AUV wireless charging system will be transferred only by the full-wave rectifier bridge composed of the first receiving coil 21 and D1 - D4. The output voltage U O of the AUV wireless charging system will depend only on M ps1 ps2 .

[0098] The second operating mode, the absolute value of M ps1 is still much smaller than the absolute value of M ps1 . The relative position between the transmitting coil 1 and the receiving coil 2 is between the position shown in Figure 4 and the position shown in Figure 5 . Because 丨M ps2 丨>丨M REC1 丨 S2Therefore, the output voltage of the full-wave rectifier bridge of the AUV wireless charging system is equal to the output voltage U of the full-wave rectifier bridge corresponding to the first receiving coil 21 when it works alone. REC1 , while S2 the amplitude of √2V S2 will be much smaller than the output voltage of the full-wave rectifier bridge of the AUV wireless charging system. Due to the unidirectional conductivity of the full-wave rectifier bridge, the full-wave rectifier bridge corresponding to the second receiving coil 22 will not conduct, and its output voltage will be clamped to U. REC1 , at this time S2 the waveform of will present a sinusoidal wave with oscillations. At this time, the energy of the AUV wireless charging system is still transferred by the first receiving coil 21 and the corresponding full-wave rectifier bridge. The output voltage U of the AUV wireless charging system O will only depend on M ps1 .

[0099] In the third operating mode, the absolute value of Mps1 is still greater than the absolute value of Mps2, but it has been less than a certain multiple of it. The relative position between the transmitting coil 1 and the receiving coil 2 is between Figure 4 the position shown in and Figure 5 the position shown in. S2 The amplitude of √2V S2 is greater than the output voltage of the full-wave rectifier bridge of the AUV wireless charging system, that is, S2 is greater than U within a short period of a cycle REC1 , but less than U for most periods REC1 . Therefore, the full-wave rectifier bridge corresponding to the second receiving coil 22 will conduct partially within a switching cycle, and its output voltage will be clamped to U during the conduction time REC1 , at this time S2 the waveform of will present a quasi-sinusoidal wave with oscillations and clipping at the top. The energy is still mainly transferred by the first receiving coil 21 and the corresponding full-wave rectifier bridge. The output voltage U of the AUV wireless charging system O will only depend on M ps1 .

[0100] In the fourth operating mode, the absolute value of Mps1 decreases to be equal to the absolute value of Mps2. The relative position between the transmitting coil 1 and the receiving coil 2 is as shown in Figure 5 , then S1 and S2 are equal, and the currents flowing through the first receiving coil 21 and the second receiving coil 22 are also equal. The full-wave rectifier bridge of the AUV wireless charging system operates in a symmetric state. The full-wave rectifier bridges corresponding to the first receiving coil 21 and the second receiving coil 22 will conduct simultaneously, and their output voltages will be clamped to U during the conduction time REC , S1 and S2The waveforms of the AUV wireless charging system will all be rectangular waves. The energy of the AUV wireless charging system is transmitted simultaneously by the first receiving coil 21 and the second receiving coil 22. The AUV wireless charging system outputs a voltage U O It also depends on M ps1 and M ps2 .

[0101] The fifth operating mode is symmetrical to the third operating mode. At this time, the relative position between the transmitting coil 1 and the receiving coil 2 is Figure 5 The location shown and Figure 6 Between the positions shown. AUV wireless charging system output voltage U O will depend only on M ps2 .

[0102] The sixth operating mode is symmetrical to the second operating mode. At this time, the relative position between the transmitting coil 1 and the receiving coil 2 is as follows: Figure 6 As shown. AUV wireless charging system output voltage U O will depend only on M ps2 .

[0103] From the first to the sixth operating modes of the above-mentioned AUV wireless charging system, it can be seen that: from the perspective of internal transmission characteristics, the energy of the AUV wireless charging system is transmitted through the receiving coil 2 which has a larger mutual inductance with the transmitting coil 1; but from the perspective of external output characteristics, no matter how the energy transmission channel is switched, when the input voltage is constant, the final rectified output voltage of the AUV wireless charging system only depends on the equivalent mutual inductance between the anti-offset coupling mechanisms.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Other modifications or equivalent substitutions made to the technical solution of the present invention by ordinary technicians in the field should be included in the scope of the claims of the present invention as long as they do not depart from the spirit and scope of the technical solution of the present invention.

Claims

1. An anti-deviating coupling mechanism, characterized in that: The invention comprises a transmitting coil (1) and a receiving coil (2) both of which are arranged in an annular shape and correspond to each other coaxially, wherein the receiving coil (2) is used to pass through the transmitting coil (1) along the axial direction; the receiving coil (2) comprises a first receiving coil (21) and a second receiving coil (22), wherein the second receiving coil (22) has two sub-coils arranged in series, and the two sub-coils are symmetrically arranged on both sides of the first receiving coil (21) along the axial direction and are wound in opposite directions.

2. The anti-deviating coupling mechanism according to claim 1, characterized in that: The radial dimension of the first receiving coil (21) is equal to the radial dimension of the second receiving coil (22), and the spacing dimension between the first receiving coil (21) and the second receiving coil (22) along the axial direction is smaller than the axial dimension of the transmitting coil (1).

3. The anti-deviating coupling mechanism according to claim 1, characterized in that: The axial dimension of the transmitting coil (1) is larger than the axial dimension of the first receiving coil (21) and the axial dimension of the second receiving coil (22), and smaller than the sum of the axial dimension of the first receiving coil (21) and the axial dimension of the second receiving coil (22).

4. A method for optimizing an anti-drift coupling mechanism, characterized in that: Applied to the optimization of design parameters of the anti-drift coupling mechanism as claimed in any one of claims 1 to 3, the optimization method of the anti-drift coupling mechanism comprises the following steps: S1, giving fixed parameters, size boundary conditions and performance boundary conditions of the anti-drift coupling mechanism; S2. Presetting the design parameters according to the size boundary conditions and the fixed parameters; S3, according to the fixed parameters and the design parameters, simulating through finite element software to obtain the performance parameters of the anti-offset coupling mechanism, and judging whether the performance parameters meet the performance boundary conditions; S4, if yes, determine that the design parameters meet the optimization conditions, mark the design parameters that meet the optimization conditions, and repeat S2; S5. If not, modify the design parameters according to the size boundary conditions and the fixed parameters, and repeat S3.

5. The method for optimizing the anti-deviating coupling mechanism according to claim 4, characterized in that: The fixed parameters include the diameter d of the coil Litz wire Litz The size boundary condition includes the sum of the maximum axial dimensions of the first receiving coil (21) and the second receiving coil (22) of the anti-offset coupling mechanism. S-max and the maximum axial dimension l of the transmitting coil (1) P-max ; The design parameters include the number of turns N of the transmitting coil (1) p , the number of turns N of the first receiving coil (21) S1 , the number of turns N of the second receiving coil (22) S2 and an air gap distance D between the first receiving coil (21) and the second receiving coil (22) Gap ; S2 specifically includes the following steps: S21, preset the N p , where the N p Eligible conditions: N P d Litz ≤l P-max ; S22, preset the N S1 , where the N S1 Eligible conditions: N S1 d Litz ≤l S-max ; S23, preset the N S2 and the D Gap , where the N S2 and the D Gap Eligible conditions: 2D Gap +N S1 d Litz +2N S2 d Litz ≤l S-max .

6. The method for optimizing the anti-deviating coupling mechanism according to claim 5, characterized in that: The fixed parameters also include the operating frequency f, the energy transmission spacing G and the inner diameter Φ of the coil; the performance boundary conditions include the optimal axial offset range percentage ΔD of the anti-offset coupling mechanism Offset-opt The performance parameters include the axial offset range percentage ΔD of the anti-offset coupling mechanism Offset ; S3 specifically includes the following steps: S31, according to the f, the G, the Φ, the N p 、N S1 And the N S2 and the D Gap , select the axial standard offset as D Offset , simulating the magnetic field distribution of the anti-deviation coupling mechanism to obtain a variation trend of the magnetic field distribution of the anti-deviation coupling mechanism along with the axial offset of the transmitting coil (1); S32, obtaining the maximum axial offset range D of the anti-offset coupling mechanism according to the variation trend of the axial offset Offset-max , according to the D Offset-max Get the ΔD Offset , determine the ΔD Offset Whether the condition is met: |ΔD Offset-opt -ΔD Offset |≤10%; S33: If yes, determine that the performance parameter meets the performance boundary condition.

7. The method for optimizing the anti-deviating coupling mechanism according to claim 6, characterized in that: The maximum equivalent mutual inductance M between the transmitting coil (1) and the first receiving coil (21) is eq-max , the minimum equivalent mutual inductance M between the transmitting coil (1) and the first receiving coil (21) eq-min The performance parameters include the maximum value M of the mutual inductance between the transmitting coil (1) and the first receiving coil (21); ps1-max and a maximum value M of the mutual inductance between the transmitting coil (1) and the second receiving coil (22) ps2-max The simulation of the magnetic field distribution of the anti-offset coupling mechanism by finite element software in S31 specifically includes the following steps: S311, according to the f, the G, the Φ and the N p and the N S1 , the simulation obtains the M ps1-max , determine the M ps1-max Eligibility: 0.9M eq-max ≤M ps1-max ≤1.1M eq-max ; S312: If yes, according to the f, the G, the Φ, the N p 、N S1 And the N S2 and the D Gap , the simulation obtains the M ps-min and the M ps2-max , determine the M ps-min and the M ps2-max Whether the conditions are met: M eq-min ≤M ps-min And M ps2-max ≤M ps1-max ; S313: If yes, proceed to S32; S314: If not, modify the design parameters according to the size boundary conditions and the fixed parameters, and repeat S311.

8. A prototype, characterized in that: A method for optimizing an anti-offset coupling mechanism as described in any one of claims 4 to 7, wherein the prototype comprises a first support tube (3), a second support tube (4), a support (5) and the anti-offset coupling mechanism as described in any one of claims 1 to 3, wherein the first support tube (3) is mounted on the support (5), the second support tube (4) is sleeved on the first support tube (3), the transmitting coil (1) and the receiving coil (2) of the anti-offset coupling mechanism are respectively wound on the first support tube (3) and the second support tube (4), and the first support tube (3) and the second support tube (4) are provided with marked points (6) at equal intervals along the circumferential direction on their axial end faces.

9. An AUV wireless charging system, characterized in that: Used for charging an AUV body (7), the AUV wireless charging system comprises a charging dock frame (8) and an anti-drift coupling mechanism as described in any one of claims 1 to 3, the transmitting coil (1) of the anti-drift coupling mechanism is installed on the charging dock frame (8), and the first receiving coil (21) and the second receiving coil (22) of the anti-drift coupling mechanism are both mounted on the AUV body (7).

10. The AUV wireless charging system according to claim 9, characterized in that: The invention also comprises a control circuit, wherein the control circuit comprises a full-bridge inverter circuit, an LCC compensation network, a dual-path series compensation network, a full-wave rectifier bridge and a synchronous Buck buck circuit, wherein the output end of the full-bridge inverter circuit is electrically connected to the LCC compensation network, and the transmitting coil (1) is arranged in the LCC compensation network; the full-wave rectifier bridge has unidirectional conductivity, the dual-path series compensation network is electrically connected to the input end of the synchronous Buck buck circuit through the full-wave rectifier bridge, and the first receiving coil (21) and the second receiving coil (22) are arranged in parallel in the dual-path series compensation network.

Images